Lateral motion freight car truck



F. L BARBER ET AL LATERAL MOTION FREIGHT CAR TRUCK May 10, 1932.

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LATERAL MOTION FREIGHT CAR TRUCK Filed Sept. 17, 1951 2 Sheets-Sheet 2 r 5 F g.5. a J/ w Patented May '10, 1-932 UNITED STATES PATENT OFFICE FR NKLIN L. BARBER AND EDWIN w. WEBB, or CHICAGO, rumors, ASSIGNORS 'ro' STANDARD out Time: COMPANY, or 05101100, ILLINOIS, A conronA'rIoN on NEW JERSEY LATERAL MOTION FREIGHT CAB TRUGK Application filed September 17, 1981. Serial No. 563,338.

- Our invention has for its object to provide a high capacity lateral motion freight car truck.

Ill

Within the recent past, the National Malleable and Steel Casting Company has placed interconnects the side-frame and is spring supported therefrom with freedom for vertical motion thereon, but restrained from any lateral motion whatsoever. The bolster supporting s rings are arranged in two sets in tandem dlsposition on the side frames, one set reacting against a horizontal web of the side frame, located directly below the ends of the bolster, and the other set reacting against the bottom horizontal web of the side frame and taking part of the weight from the bolster through defpending legs projecting downward there rom and resting on. spring caps carried by the said lower set of springs. The said cartruck above outlined has a capacity equal to or exceeding 50 tons. We have modified the design of the above described truck so as to equip the same with roller bearing lateral motion devices.

To the ends above stated, our invention'consists of the novel devices and novel combinationsof devices hereinafter described and pointed out in the claim.

A preferred embodiment of our invention is illustrated in the accompanying drawings wherein like notations refer to like parts throughout the several'views;

In said drawings,

' Fig. 1 is a view partly in side elevation and partly in vertical section, with some portions broken away, illustrating a portion of a car truck having our improvements embodied therein;

Fig. 2 is a vertical section on the line 2-2 I of Fig. 1, with some parts broken away;

Fig. 3' is a view chiefly in vertical section with some parts shown in elevation, the sec- 'tion being on the line 3--3 of Fig. 1; and

Fig. 4 1s a'view'partly in plan and partly in section on the irregular line 4-4 of Fig. l. The numeral 5 represents a transom or cross tie rigidly connecting the two side central web 6b. In these openings 7 of the side frames are mounted the ends of the bolster 8 which, of course, is equipped with the lower half of the center plate (not shown) The end portions of this bolster 8 are of inverted U-shape for. a purpose which will presently appear. The central webs 6b of the side frames at that portion thereof which underlie the ends of the bolster when the parts are in working position, are so formed as to afford an underbearing or tread plate 9 for lateral motion rollers 10. On the rollers 10 is located the u per member 11 of the two roller plates. 11 the plate 11 is seated a pair of springs 12 in tandem disposition crosswise of the truck with their upper ends directly under the top portion of the bolster 8. The bearing plate 11 is connected to the overlying end of the bolster by a headed andnutted bolt 13 which keeps the said parts assembled together while permitting the springs to bQCOmDIGSSGd under the load'on the bolster 8, an the bolster to drop in relation to the said bearing plate 11. It must also be.

obvious that the roller bearing plate 11 and the springs 12 travel with the rollers 10 and the bolster 8 crosswise of the truck when the I car is rounding curves.

The springs and roller bearings so far noted, howe ver, only take part of the load on the bolstr 8.

On the bottom web 611 of each of the side ig. 1 of the drawroller 16 which su ports the upper member therewith on said rollers oversaid non-travel- 17 of the two ro er bearing p upper bearing plate 17 is provided at its center with an upwardly extended dowel 18, shown as of conical shape, which works in a corresponding recess 19 formed in feet-like lateral projections 20 located near the outer corners of the bolster, as best shown in Figs. 1 and 2 of the drawings. In other words, the said recessed feet 20 of the bolster and the said dowels 18 of the upper roller bearing 17 serve to effect an articulated connection between the bolster and the said plates which always requires the bearing plate 17 and roller 16 to travel laterally with the bolster 8, and the roller 16 over the underlying, or bottom roller bearing plate 15 supported by the stationary spring 14. These remarks, of course, apply to all of the four sets of corresponding parts supported by the pairs of springs 14, two on each of the respective side frames of the truck. The respective sets of springs 12 which travel with the bolster 8 and the respective springs 14 which remain stationary on the side frames, may be so proportioned, relative to each other in capacity so as to distribute the load from the bolster on the springs to the best possible advantage.

The contours of the roller seats in the roller bearing plates are all uniform and of a standard type and a design to permit a lateral travel of the truck bolster and car body of about one and one-ei hth inches crosswise of the truck when roun mg curves.

By reference to Fig. 1 of the drawings, it will be seen that the vertical walls of the bolster openings 17 in the side frames operate as columns in respect to the bolster, but that the bolster guiding parts of these columns do not extend clear to the bottom of the bolster opening, thereby leaving a space within which the lateral projections or feet 20 of the bolster are free to rise and fall, with the corresponding vertical movement of the bolster.

It will, of course, be understood that the forms, proportions and details of the construction can be changed without departing from the spirit of our invention herein disclosed andclaimed.

What is claimed is: In a car truck, the combination with the side frames and the bolster, of two independcut sets of springs, lateral motion rollers and bearing plates co-operating to support each end of said bolster from the respective side frames, one set of which springs and the upper roller bearing, plate travel with the bolster and the rollers over the lower roller bearing plate, which is stationary with the side frame, and the other of which sets of springs are stationary on the respective side frames and support non-traveling lower roller bearing plates having rollers thereon surmounted by upper bearing plates which are articulated to the bolster and travel laterally In.- testim tures.

tes. This ing lower bearing plate.

ony whereof we aflix our signa- 

